Car coupler



Aug. 30, 1932. J. J. TATUM 1,874,653

CAR coUPLER Filed Nov. 8, 1930 3 Sheets-Sheet 1 i w will!! k gwwntoz @e j f2 "im i J. J. TTUM Aug. 30,1932.

CAR COUPLER Filed Nov. 8, 1950 s sheets-Sheet 2 J. J. TATUM Aug'. 30, "1.932.

CAR COUPLER Filed Nov. 8, 1950 3 Sheets-Sheet 3 Patented Aug. 30, 1932 PATENT) OFFICE e TOI-IND'. TATUM, OF BALTIMORE, MARYLAND can coUrLER Application filed November This invention relates to car couplers for passenger, freight cars and locomotive pilots and tanks and particularly to improvements in a standard coupler of A. R. A. type de- "f signed to afford additional safety in use.

The main object of my invention is toprovide an improved coupler which ensures maximum safety in the. operation of trains and elimination of injury to and possible loss of life of trainmen and others by, first7 preventing the telescoping of cars due to couplers of irregular height in allowing cars to ride up on one another; second, preventing the separation of cars of a train with couplers of irregulariheight7 due to one coupler riding up over the top of the other when loaded and empty cars are coupled together or the couplers are disposed at different levels from other causes; and third, preventing the separation of cars of a train on account of cousuch vertical movement of one coupler relative to another are so constructed and arranged as to overhang the pneumatic' brake hose and angle cocksof brake pipes when the couplers are pushed over laterally to eXtreme position while the car is curving so as to prevent the hose and angle cock from being damaged by contact with the side of the coupler.

The improved coupler ensures further safeguard in preventing couplers from falling on the trackway if and when torn loose from their fastenings and derailments and other possible damages and injuries to property and persons caused thereby.

In the accompanying drawings,-

Fig. 1 is a perspective view showing two 8, 1930. Serial No. 494,398.

cars coupled by couplers embodying my invention, the couplers, as shown, being of different heights or distances above the trackway.

Fig. 2 is a similar view showing two con? 55 nected couplers arranged at the same level.

. Fig. 3 is apperspective view showing how one coupler acts to support another coupler torn loose from its fastenings.

Fig. 4C is a top plan view of the same.

Fig. 5 is atop plan view of a standard type D A. R. A. coupler embodying the invention.

Fig. 6 is a side. view of the same.

Figs. 7 and 8 are cross-sections on lines 7-7 and 8 8 of Fig. 5.

Referring to the drawings, l designates the drawhead of the coupler, which is formed with a forked forward portion providing spaced jaws 2 and 3, the jaw 2 being bifurcated to produce upper and lower spaced arms 4 y0 and 5 between which is received and to which is pivoted the knuckle 6. The jaw 2 is provided between the arms l and 5 with an offset portion 7 forming a chamber to receive the tail portion (not shown) of the knuckle 6 75 when the latter is in closed or coupling position. The drawhead l is provided with the shank 8 which is fastened to the draw gear of the car l() to which it is attached. In the respects noted the coupler as described congo forms in construction to a standard coupler of the type referred to, and in practice the coupleris completed by other features of construction herein shown7 but not described, as not essential to a disclosure of the present `825 invention.

In accordance with this invention, the coupler is provided at the knuckle jaw side with a. supporting lug 11 and at the opposite side Vwith a aw extension or supporting member 90 12. The lug 11, as shown, is formed integral with the wall 7 on the outer side of the bifurcated jaw 2 and projects forwardly to a degree corresponding to, or slightly less, than the arms Il and 5 of the jaw 2 and at a horizontal 95 level near the base Vof the knuckle 6 and adj acent to and above the arm 5. This lug 1l has a' strengthening flange or rib 18, and is throughout the major portion of its length substantially L-shaped in cross-section, thus 100 adapting it to efectually withstand blows and a considerable amount of weight without liability of fracture.

The jaw 3 in the standard type of coupler terminates at the point indicated by the dotted line denoted 14 in Fig. 5, and hence terminates at its forward portion in rear of the forward portion of the jaw 3. In accordance with my invention the extension or supporting member 12 is formed on the jaw 3 as an extension projection thereofin the plane of its top surface, comprising the top wall of that part of the drawhead. Said extension or member l2 projects beyond the body part of the jaw 3 as a continuation thereof and obliquely therefrom and forwardly to a degree to bring it at its tip substantially in transverse alinement with the tip of the jaw 2. By so modifying the construction of a standard type D A. R. A. coupler the eiiciency of such coupler is increased and said coupler adapted to have additional safety features and to overcome objections to the present form of the same coupler.

F ig.'1 shows two couplers of the type described coupled together, the couplers being at different levels so that one coupler head projects partially above the other coupler head and the knuckles of the couplers are but partially engaged throughout their vertical extent. This condition may obtain to varying degrees with different heights of Acars and in the coupling together of heavily loaded and empty or heavily loaded and partly loaded cars, and with the ordinary construction of coupli ng anything causing a tendency to produce vertical displacement of the couplers is liable `to result in an uncoupling action. With my invention this objection is effectually overcome, and the couplers can not vertically separate, as when the two couplers are united the lug 11 and jaw projection 12 of one coupler will respectively underlie and overlie the jaw projecti on 12 and lug 11 of the other coupler, thus preventing upward displacement of one coupler relative to the other coupler and downward displacement of the latter relative to the former, thus preventing any independent upward or downward movement of either coupler with relation to the other cou ler. This will be apparent from Fig. 1 which shows thelug 11 of the coupler on one car engaging under the jaw extension 12 of the coupling member on the other car, from which it'will be understood that the similar parts 11 and 12 at the opposite sides of the couplers engage each other in reverse order, whereby the couplers are mutually held from relative vertical displacement.

Fig. 2 shows two united couplers arranged at the same level, from which it will be seen that thelugs 11 and jaw extensions 12 of the couplers are vertically spaced apart and do not normally inhibit a vertical motion of one coupler on yanother coupler. When however either coupler moves upwardly to such a degree relative to the ot er as to bring the'members 11 and 12 into engagement, no further relative vertical movement of one coupler with respect to the other coupler can occur. Hence in the event of any upward movement of one coupler on the other coupler due to any of the conditions hereinbefore named, the motion of the rising coupler will be limited with respect to the other coupler, whereby the breaking loose of cars in trains due to one coupler working up over the top of the other, and causing disengagement of the" couplers, will be ei'ectually prevented as well asA emergency application of the air brakes causing cars and trains to buckle with liabilityof causing a wreck or material de-V struction to property in the way of traveling equipment and trackage, and further preventing danger of loss of life or injury to trainmen. It will be clear from a comparison of Figs. 1 and 2 that the arrangement of the parts 11 and 12 is such that, even though one car may be loaded and the other em ty, the cars will'couple together in a safe an secure manner, regardless of the heights of the couplers from the top of the rail to the center line of the draw-bar, but that the memy bers 11 and 12 will prevent any movement of the united couplers in a vertical direction suficient to cause their separation, so that neither coupler can work over the top of the other coupler and become disengaged with liability of causing buckling or telescoping of the cars or emergency application of the brakes with possibility of disastrous results. f Figs. 3 and 4 show another and important safeguard afforded bythe invention, such figures representing one of the couplers as being displaced or torn loose from its fastenings with its car, while the other coupler still remains connected with its car. It will be evident from these views that ona tearing away of a coupler from its car, as shown by the right hand coupler in Figs. 3 and 4, such coupler may drop by its weight down on the intact coupler, but only to a certain extent, as the members 11 and 12 will become engaged While the knuckles are still connected, so' that the torn away coupler will be supported by the intact coupler and prevented from dropping down upon the trackway and causing damage to rails or liability of derangement of rolling stock traveling on the rails, as will be readily understood. The torn away coupler will be held by the intact coupler against accidental disengagement until the knuckles of the couplers are disengaged so that after two couplers have been engaged they will remain engaged, unless physically damaged so that they will not hold together, until they are again positively separated.

From the foregoing description it will be seen that the invention provides a coupling which will etlectually prevent separation and over-riding of couplers, and the dangers and disadvantages incident thereto, without in any manner affecting the normal operations or working parts of a standard construction of coupler. My invention is of special value and importance, as it is admirably adapted for application to the standard type D A. R. A. coupling, without the necessity of modifying or altering the essential features of construction of the coupling, and in such a simple manner that the ordinary methods of manufacture may be pursued and the improvements applied without any material added cost. It is to be understood, of course, that while new couplers embodying the improvements may be made without change from established practice, old couplers or couplers already in use on cars may be modified to apply the improvements thereto so as to readily change an existing type of standard coupling into one of improved type embodying my intention. This modernization of old couplers may easily be elected in practice by the addition of parts l1 and l2 to the old coupler by welding when a car is shopped, that is, turned in for overhauling and repairs, so that old couplers may be so modified without loss of any additional time in the useful operation of rolling stock over present methods.

An important feature of my invention resides in the fact that the lug ll is formed on the side of the head carrying the jaw to which the knuckle is pivoted and extends horizontally forwardly to substantially the same degree as said jaw and at a level adjacent to the base of the .muckle, while the horizontal lug or extension l2 provided upon the other jaw of the head extends forwardly at the level of the upper surface of said jaw, the arrangement being such that the extension 12 will overhang or overlie the pneumatic hose pipe and angle cock when the coupler is shifted laterally to an eXtreme degree, thereby avoiding contact of the coupler with and injury to the hose and angle cock.

Having thus fully described my invention, I claim l. In a car coupler, and in combination with a car having at an end thereof an air brake pipe and angle cock fitting projectingf therefrom between its longitudinal center and one side of the car, a coupler at said end of the car comprising a drawhead having a forked forward portion providing jaws, a knuckle pivoted to one of the jaws, a single horizontal supporting and stop lug formed on the aw at the knuckle side of the drawhead and extending forwardly to substantially the same degree as said jaw and at an outward and forward angle relative thereto, said lug being disposed between the horizontal center and base of said side of the drawhead, and a single stop lug forming a horizontal extension from the jaw at the guard arm side of the drawhead facing said air brake pipe and angle cock fitting, said lug being arranged substantially at the level of the upper surface of said jaw and projecting at an angle outwardly and forwardly therefrom to substantially the same degree as the knuckle carrying jaw, whereby said lugs are disposed so as to respectively underlie and overlie the jaw extension and lug of another coupling when the couplings are connected, and whereby said jaw extension is arranged to adapt the coupler to have maximum swinging movement in the direction toward the brake pipe and angle cock of the car without contact of said jaw extension therewith.

2. In a car coupler, and in combination with a car having at an end thereof an air brake pipe and angle cock tting projecting therefrom between its longitudinal center and one side of the car, a coupler at said end of the car comprising a drawhead having a forked forward portion providing jaws, a knuckle pivoted to one of the jaws, a single horizontal supporting and stop lug formed on the jaw at the knuckle side of the drawhead and extending forwardly to substantially the same degree as said jaw and at an outward and forward angle relative thereto, said jaw being disposed between the horizontal center and base of the aw with its upper surface terminating in a plane not above a plane passing through the horizontal center of the jaw, the said lug having a reinforcing rib and being substantially L-shaped in crosssection, and a single stop lug forming a horizontal extension from the jaw at the guard arm side of the drawhead facing said air brake pipe and angle cock fitting, said lug being arranged substantially at the level of the upper surface of said jaw and projecting at an angle outwardly and forwardly therefrom to substantially the same degree as the knuckle carrying jaw, whereby said lugs are disposed so as to respectively underlie and overlie the jaw extension and lug of another coupling when the couplings are connected, and whereby said jaw extension is arranged to adapt the coupler to have maximum swinging movement in the direction toward the brake pipe and angle cock of the car without Contact of said jaw extension therewith.

In testimony whereof I affix my signature.

JOHN J. TATUM. 

